JP2016520750A - Small non-vibration endothermic engine - Google Patents

Abstract

This small non-vibrating endothermic engine (hereinafter CoNVEE) is an internal fuel engine with reciprocating piston movement, and its innovative structure is smaller, assuming that the same power supply is given to the current technology. Become. This occurs because the CoNVEE core occupies a greatly reduced volume and does not require the presence of additional compensation or damping of mechanical vibrations. In fact, all moving parts of CoNVEE are already compensated internally. They function completely antisymmetrically to compensate for each developed inertial force, except for the motor shaft inertial forces that are essential to produce useful mechanical energy. The essential miniaturization of CoNVEE is made possible by a new and characteristic mechanism applied to the movement converted from the piston to the motor shaft. CoNVEE may be conveniently used for any type of propellant fuel, particularly for applications that require high power density and low vibration for the motor.

Description

  This compact non-vibrating endothermic engine (hereinafter referred to as “CoNVEE”) is an internal combustion engine with reciprocating motion of two pistons in one cylinder, with one-way scavenging of the combustion chamber. It is a two-stroke engine.

  The basic innovation characterized by the “CoNVEE” is a mechanism that converts the reciprocating motion of the piston in the axial direction into the rotational motion of the motor shaft. The mechanism includes the following three basic parts.

  1. A part named “T-rod” connected to each piston: the “T-rod” is attached to a cylindrical stem whose one end is firmly coupled to the center of the piston and the other end of the cylindrical stem. Two equivalent arms. The two equivalent arms branch in opposite directions and terminate with a specific type of tappet or roller. In a possible embodiment, the two arms are aligned with each other and perpendicular to the cylindrical stem. Thus, the cylindrical stem and the two equivalent arms form a “T” shaped part.

  2. Hollow cylindrical cam (the shaft portion of the hollow cylindrical cam has the shape of a circular crown): The driving profile of the hollow cylindrical cam faces the inside of the central cavity, so as to prevent interference and extract the piston thrust most It may have an optimized shape, not necessarily sinusoidal, and the drive profile is replicated twice as well along a complete 360 degree angle.

  3. Components named “T-rod guides” integrated into the frame are positioned at each end of the cylinder and are located inside the central cavity of the cylindrical cam. The “T-rod guiding part” allows the sliding movement of the “T-rod” only in the axial direction, and prevents the rotation of the “T-rod” around the axis of the vibration movement. Tying.

  Axial bearings are attached to the frame (roller bearings or other types of bearings or elements that constitute an ideal anti-adhesion interface). The cylindrical cam is slidable on the axial bearing by rotating about its axis. The two arms of the “T-rod” are inserted into the “T-rod guide” and their ends are hung on the drive profile of the cylindrical cam.

  The movement of the piston evoked by the thermodynamic cycle occurring in the cylinder causes the “T-rod” arm to slide along the “T-rod guide” in a simple axial reciprocation. The end of the arm functions as a tappet on the drive profile of the cylindrical cam that draws pure rotational motion about its axis. Due to the function of the “T-rod guide” on the “T-rod”, the torque that moves the cam does not cause the rotation of the “T-rod” or the piston.

  This mechanism described above is characterized by the fact that it allows the simple axial movement of the piston to be converted into a rotational movement of a cylindrical cam about the same axis as the vibration of the piston. This mechanism has very few moving parts: a “T-rod” rigidly attached to the piston and a cylindrical cam connected to the engine frame via axial bearings.

  Unlike typical rod-crank systems currently in widespread use, the mechanism described in the present invention does not cause slap in the piston and can significantly reduce the skirt. . For example, the height of the piston can be smaller than the radius of the piston itself, and significant advantages can be gained by the achievable size reduction.

  The fact that the stem of the “T-rod” has a cylindrical part and its movement is simply axial, the wall behind the piston closes the cylinder (near the stem of the “T-rod”). Make it easier to achieve a preload chamber. Thus, the engine uses a second effect of the piston (also called a backstroke) to push a new input charge in the cylinder (which can be reached there via a plurality of check valves, strips, etc.). Pull out. This is also the best embodiment for scavenging a two stroke cycle engine.

  For this reason, the “CoNVEE” uses a specific two-stroke cycle with one-way scavenging of the combustion chamber. This type of scavenging is most effective, but does not require the use of a poppet valve and requires two opposing pistons in the cylinder, which to date has two crankshafts at the end of the cylinder Was the main example of using.

  Thanks to the mechanism described in the present invention, the “CoNVEE” does not require an external blower for scavenging the combustion chamber (which reduces the associated burden) nor two shafts at the end of the cylinder. The two pistons each have a mechanism associated according to the present invention, at the end of the cylinder, and the single straight shaft is compressed only by torsion, so the crankshaft is thinner and the cylinder shaft Are arranged adjacent to and parallel to each other. The shaft also functions as a synchronization axis (via a gear train or the like) for the movement of the cylindrical cam.

  The oppositions of the two mechanisms according to the invention that operate synchronously at the end of the cylinder balance the internal vibration inertia. Nevertheless, the rotational inertia of the cylindrical cam (and the gyro effect in the motion of the entire engine) continues to oscillate in an unbalanced manner due to thrust derived from combustion. These last inconveniences may be managed within the “CoNVEE” by placing two parallel and equivalent cylinders next to each other. Each cylinder includes two cylindrical cams that rotate in opposite directions. The two mechanisms of the two cylinders may be directly meshed or synchronized with each other via a gear train or the like. In one possible alternative embodiment, the two cylinders are shifted by half a cycle so as to reduce the need for a flywheel and increase motion continuity in addition to being already constituted by a cylindrical cam. May have different thermodynamic cycle phases.

  Given the same dimensions, it is clear that the “CoNVEE” according to the teachings of the present invention has a higher power density than previous internal combustion engines used in any kind of application of the prior art. Also, the “CoNVEE” presents a very simple configuration that requires a smaller number of moving parts, and that its operation is essentially balanced.

The upper part of FIG. 1 shows a front view of the “CoNVEE” cylinder located beside the motor shaft, ie the axial development. On the other hand, the lower part of FIG. 1 shows a plan view of the part of the frame that supports them. FIG. 2 shows two orthogonal section views (front and side along the cylinder axis) of the main part of the cylinder. FIG. 3 shows a footprint diagram of the two cylinders “CoNVEE”.

  The drawings attached to this specification represent extracts of actual example designs that may be "CoNVEE" in accordance with the teachings of the present invention.

  The upper part of FIG. 1 shows a front view of the “CoNVEE” cylinder located beside the motor shaft, ie the axial development. On the other hand, the lower part of FIG. 1 shows a plan view of the part of the frame that supports them.

  FIG. 2 shows two orthogonal section views (front and side along the axis of the cylinder) of the main part of the cylinder.

  FIG. 3 shows a footprint diagram of the two cylinders “CoNVEE”.

  Details of construction depicted in the drawings and not explicitly described herein are intended to provide an example of a possible assembly of the machine and are depicted in the drawings, The details not described above as essential features of the invention are not restricted to the “CoNVEE” embodiment of the present invention. It is therefore evident that further modifications can be made by those skilled in the art without departing from the scope of the invention described below.

1 Piston 2 T-Rod 3 Preload Chamber 4 Cylindrical Cam 5 Axial Bearing 6 T-Rod Guide 7 Frame 8 Motor Shaft / Synchronous Shaft

Claims (10)

An internal combustion two-stroke engine comprising at least one cylinder having two pistons facing each other inside,
The two pistons reciprocate in the axial direction,
When the two pistons move toward the end of the cylinder, the two pistons respectively press the “T-rod” toward the outside of the cylinder,
Each of the two pistons includes a stem and two arms,
One end of the stem is fixed to the back surface of the piston, and the other end is fixed to two arms that branch in opposite directions, and the two arms are terminated by two tappets or rollers,
The movement of the stem of the “T-rod” is a simple axial direction, and the stem slides across a wall closing the end of the cylinder,
Internal combustion 2-stroke engine.   At the end of each cylinder, there is a “T-rod guiding portion” integrated with the engine frame, and the “T-rod” and the relatively fixed piston accommodate the piston. The “T-rod guiding portion” is configured so that the piston and the “T-rod” are prevented from rotating around the axis of the cylinder. The internal combustion two-stroke engine according to claim 1, which restrains the arm of the “rod”. With two hollow cylindrical cams associated with each cylinder;
The two hollow cylindrical cams each include the “T-rod guide” in their cavities;
The axis of the cylinder coincides with the axis of the two hollow cylindrical cams;
The two hollow cylindrical cams are associated with the piston by the arms of the “T-rod” acting on the drive profile of the two cylindrical cams via tappets or rollers, the cams having their axes Coupled to the frame so that only center rotation is possible,
The internal combustion two-stroke engine according to claim 1 or 2.   The internal combustion two-stroke engine according to any one of claims 1 to 3, wherein the shape of the drive profile of the two hollow cylindrical cams is a shape obtained by repeating the entire circumference of each hollow cylindrical cam twice.   The internal combustion two-stroke engine according to any one of claims 1 to 4, wherein a bottom of the piston has a length capable of maintaining a piston height smaller than a radius of the piston.   4. Internal combustion according to claim 3, wherein straight motor shafts are connected via a gear train or other similar mechanism for the movement conversion, the axis of the shaft being parallel to the axis of the cylinder. 2-stroke engine.   The internal combustion two-stroke engine according to any one of claims 1 to 6, wherein at least two cylinders are connected to the straight motor shaft.   The straight motor shaft receives movement from the cylindrical cam and functions as a synchronization axis between two cylindrical cams associated with each cylinder of the internal combustion two-stroke engine. An internal combustion two-stroke engine described in 1.   A pair of the hollow cylindrical cams are each associated with one cylinder and transmit its motion to another pair of cylindrical cams associated with the other cylinder, the two pairs of cylindrical cams mesh directly, or An internal combustion two-stroke engine according to any one of the preceding claims, synchronized to one another via a gear train or other similar mechanism for the conversion of the movement.   The internal combustion two-stroke engine of claim 3, wherein the cylindrical cam that supports the motion relative to the shaft has a smaller cross-sectional inner diameter than the cylinder cross-sectional diameter.

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